Chaeles l



(No Model.)

C. L. COOKE.

' SAFETY SWITCH. No. 892,907. Patented Nov. 18, 1888.

N. PETERS, Phulrrljthogmpher. Wuhingcn. D. C.

NITED STAIES rrrcs.

'maar SAF ETY-SWITCH.

CIFICATION forming part of LettersA Patent No. 392,907, dated November 13, 1888.

Application filed August 20, 1888. Serial No. 283,211. (No model.) Patented in Canada October 18, 1887, No. 27,856.

To all wwm it may concern:

Be it known that I, CHARLES L. COOKE, ol' Syracuse, in the countyofOnondaga and State of New York, have invented new and useful Improvements in Safety-Switches, (for which I have obtained Letters Patent in Canada, No. 27,856, dated October 18, 1887,) of which the following is a specification.

This invention relates to that class of safetyswitches which prevent a train on the main track from being derailed when the switch is misplaced.

The object of my invention is to construct a simple, durable, and efficient safety-switch of this class, which will prevent a car or train from passing from the side track over the switch upon the main track when the switch is set for the main track, and which will prevent the wheels from leaving either track when the switch is set for the side track.

My invention consists to these ends of the improvements which will be hereinafter fully described, and pointed ont in the claims.

In the accompanying drawings, Figure l is a plan view of my improved switch set for the main track. Fig. 2 is a similar view showing the switch set for the side track and misplaced for the main track. Figs. 3, 4, and 5 are crosssections on an enlarged scale in lines mx, 3/ y, ande z, Fig. l, respectively. Fig. Gis a perspective view of the ange-supporting block.

Like letters of reference refer to like parts in the several figures.

A A represent the end portions of the rails of the main track, and B B those of the rails of the side track.

C C represent the main switch-rails, which are connected at their rear ends with the main track in the usual manner, and are made movable at their front ends, so that their front ends can be placed opposite the adjacent ends of the main rails, or opposite the ends of the side rails, and conduct the wheels to or from the main track or the side track, as may be desired.

D represents a wing-rail arranged on the outer side of the switch-rail C, and E represents a lange-supporting block arranged on the outer side of the switch-rail C in rear of the wing-rail D, and forming a cntinuation ofthe latter. The front end of the wing-rail D terminates opposite the front end of the switch-rail C. The front portion, e, of the ange'supporting block E is arranged between the rear portion of the wing-rail D and the outer side of the switch-rail O, and extends orwardl-y a short distance beyond the rear end ofthe wing-rail. The front portion, e, of the Bange-supporting block E is inclined and depressed below the surface or tread of the wingrail D and the adjacent main switch-rail C, and rises gradually in a rearward direction uutil the tread of the Harige-supporting block becomes tlush with the tread of the adjacent wing-rail and switch-rail.

The flange-supporting block is made tapering toward its rear cud, and its outer portion is slightly depressed below its inner portion, which rests against the main switch-rail C, as shown in Fig. 3,- so that the top of the Hangesupporting block slopes away from the top of the switch-rail, as represented in Fig. 3, wh ereby whccls having worn treads will not strike or bear upon thc llange-supportiug block when ruiming over the main switch-rail O. The flange-supporting block is formed on its inner side with longitudinal grooves or depressions de?, corresponding to the shape of the side of the contiguous main switch-rail O, and is secured to the latter by horizontal bolts e3. The outer portion of thc ilangc-supporting block rests upon the ties, while its inner portion rests upon the base of the switch-rail.

F represents a pointed rail arranged on the inner side of the main switch-rail C', so that the same will form a continuation of the adjacent main-track rail A, when the switch is set for the side track. The pointed rail F extends from the front end of the switch rearwardly and terminates at a short distance behind the front cud of the {lange-supporting blockE.

G represents a guard-rail arranged with its front end on the inner side of the pointed rail F, and with its rear end on the inner side of the main-switch rail C, which latter it approaches rearwardly, so as to guide a wheel which comes in Contact with the outer side of l IOC e the switch in a straight line inthe usual manner, and the wing-rail D, flange-supporting block E, pointed rail F, and guard-rail G perform no function and receive no wear. In this position ofthe switch a pair of wheels approaching on the side track will be derailed, as it is not desirable to run a train from the siding to the main track without irst properly placing the switch. By this arrangement an engineer is prevented from running a train from the side track into an approaching train on the main track unintentionally, and also from running through the switch when it is not properly set for the track on which it is desired to run. Detached cars on the siding are also prevented from being blown or otherwise run over the switch into a train approaching on the main track.

Vhen the switch is set for the side track and misplaced for the main track, as shown in Fig. 2, a pair of wheels approaching on the side track in either direction will run over the switch in the usual manner. If a pair of wheels approach the movable end of the switch on the main track in the direction ol' the arrow in said figure, the left-hand wheel will run from the end of the main track upon the wingrail D and the right-hand wheel will run upon the poin-ted rail F. rIhe wheel passing over the pointed rail F comes in contact with the front end of the guard-rail Gr, which draws the wheel outwardly and compels it to pass diagonally toward the main switch-rail C. After this wheel has passed beyond the front end of the guardrail G and is fully under the control of the guard-rail, the opposite wheel rides up on the inclined front portion, e, oi' 53 the flange-supporting block Eand mounts the latter and is caused to run diagonally on its iange toward the main switch-raii O and drops into the same. It is obvious that in this position of the switch a train approaching in either direction on the side or main track can not leave the rails.

rIhe flange-supporting block E is cast complete in one piece of iron or steel, and guides the wheel over the switch without any abrupt 6o change of motion or shocks, thereby preventing injury to the wheels. It also permits the use of a short wing-rail and dispenses entirely with the employment of the expensive filling or packing rails heretofore used in this class .of switches, thereby materially reducing the cost of the switch.

I claim as my inventionl. The combination, with the switch-rail, of

a iange-supporting block securedto the outer 7c side of the switch-rail, and having a sloping top which is depressed below the top of the switch-rail, substantially as set forth.

2. The combination, with the switch-rail, of

aange-supporting block secured to the outer side of the switchrail, and having a sloping top which is depressed below the top of the switch-rail, land an inclined front portion, e, and a wing-rail arranged on the outer side of said inclined front portion, substantially as 8o set forth. Y

3. The combination, with the main rails A A and side rails, B B, of movable switch-rails C C', a pointed rail, F, and guardrail G, se-

cured to the inner side of the movable switch- 

